EP3191321B1 - Unité d'essieu - Google Patents

Unité d'essieu Download PDF

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Publication number
EP3191321B1
EP3191321B1 EP15757301.5A EP15757301A EP3191321B1 EP 3191321 B1 EP3191321 B1 EP 3191321B1 EP 15757301 A EP15757301 A EP 15757301A EP 3191321 B1 EP3191321 B1 EP 3191321B1
Authority
EP
European Patent Office
Prior art keywords
axle
link
axle tube
link element
welding
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP15757301.5A
Other languages
German (de)
English (en)
Other versions
EP3191321A1 (fr
Inventor
Roger Jansen
Gregory Galazin
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
SAF Holland GmbH
Original Assignee
SAF Holland GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
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Priority to PL15757301T priority Critical patent/PL3191321T3/pl
Publication of EP3191321A1 publication Critical patent/EP3191321A1/fr
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Publication of EP3191321B1 publication Critical patent/EP3191321B1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G9/00—Resilient suspensions of a rigid axle or axle housing for two or more wheels
    • B60G9/02—Resilient suspensions of a rigid axle or axle housing for two or more wheels the axle or housing being pivotally mounted on the vehicle, e.g. the pivotal axis being parallel to the longitudinal axis of the vehicle
    • B60G9/022—Resilient suspensions of a rigid axle or axle housing for two or more wheels the axle or housing being pivotally mounted on the vehicle, e.g. the pivotal axis being parallel to the longitudinal axis of the vehicle the axle having an imaginary pivotal point
    • B60G9/025—Resilient suspensions of a rigid axle or axle housing for two or more wheels the axle or housing being pivotally mounted on the vehicle, e.g. the pivotal axis being parallel to the longitudinal axis of the vehicle the axle having an imaginary pivotal point using linkages for the suspension of the axle allowing its lateral swinging displacement
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B35/00—Axle units; Parts thereof ; Arrangements for lubrication of axles
    • B60B35/004—Mounting arrangements for axles
    • B60B35/006—Mounting arrangements for axles with mounting plates or consoles fitted to axles
    • B60B35/007—Mounting arrangements for axles with mounting plates or consoles fitted to axles for mounting suspension elements to axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B35/00—Axle units; Parts thereof ; Arrangements for lubrication of axles
    • B60B35/02—Dead axles, i.e. not transmitting torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B35/00—Axle units; Parts thereof ; Arrangements for lubrication of axles
    • B60B35/02—Dead axles, i.e. not transmitting torque
    • B60B35/08—Dead axles, i.e. not transmitting torque of closed hollow section
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G3/00—Resilient suspensions for a single wheel
    • B60G3/02—Resilient suspensions for a single wheel with a single pivoted arm
    • B60G3/12—Resilient suspensions for a single wheel with a single pivoted arm the arm being essentially parallel to the longitudinal axis of the vehicle
    • B60G3/14—Resilient suspensions for a single wheel with a single pivoted arm the arm being essentially parallel to the longitudinal axis of the vehicle the arm being rigid
    • B60G3/145—Resilient suspensions for a single wheel with a single pivoted arm the arm being essentially parallel to the longitudinal axis of the vehicle the arm being rigid the arm forming the axle housing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G7/00—Pivoted suspension arms; Accessories thereof
    • B60G7/001—Suspension arms, e.g. constructional features
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G7/00—Pivoted suspension arms; Accessories thereof
    • B60G7/008—Attaching arms to unsprung part of vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B2310/00—Manufacturing methods
    • B60B2310/30—Manufacturing methods joining
    • B60B2310/302—Manufacturing methods joining by welding
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B2900/00—Purpose of invention
    • B60B2900/70—Adaptation for
    • B60B2900/711—High loads, e.g. by reinforcements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/20—Semi-rigid axle suspensions
    • B60G2200/22—Trailing arms connected by a straight torsion bar
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/30—Rigid axle suspensions
    • B60G2200/31—Rigid axle suspensions with two trailing arms rigidly connected to the axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/14—Mounting of suspension arms
    • B60G2204/148—Mounting of suspension arms on the unsprung part of the vehicle, e.g. wheel knuckle or rigid axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
    • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
    • B60G2206/012—Hollow or tubular elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
    • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
    • B60G2206/014—Constructional features of suspension elements, e.g. arms, dampers, springs with reinforcing nerves or branches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
    • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
    • B60G2206/10—Constructional features of arms
    • B60G2206/11—Constructional features of arms the arm being a radius or track or torque or steering rod or stabiliser end link
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
    • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
    • B60G2206/10—Constructional features of arms
    • B60G2206/16—Constructional features of arms the arm having a U profile and/or made of a plate
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
    • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
    • B60G2206/80—Manufacturing procedures
    • B60G2206/82—Joining
    • B60G2206/8201—Joining by welding
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/02—Trucks; Load vehicles
    • B60G2300/026—Heavy duty trucks

Definitions

  • the present invention relates to an axle unit, in particular for use in commercial vehicles.
  • Ach units are known from the prior art in that an axle tube, which is often a rigid axle, is spring-mounted or damped on the frame of the utility vehicle via a linkage arrangement, in turn, one or a plurality of vehicle wheels being rotatably mounted on the axle tube is.
  • the connection region between the axle tube and the trailing arm is a section of the chassis suspension of the commercial vehicle which is particularly heavily loaded and in particular subject to periodic load changes, and many attempts have been made in the past to adapt the connection area between trailing arm and axle tube to these high loads.
  • Many axle units have been known from the prior art, in which an oversizing and thus a very high weight of the axle unit as a consequence of the design with higher security against fatigue fractures or similar damage to the connection area between the axle unit and handlebar unit must be accepted. There is thus a need for improvement in the area of the connection between the trailing arm and the axle tube of a commercial vehicle suspension, in particular to reduce the weight of the axle unit and at the same time to allow sufficient strength values and simple manufacture.
  • the DE 601 01 803 T2 discloses a vehicle suspension arm composed of a plurality of sheet metal parts welded together.
  • the US 6,039,336 A1 discloses a wishbone, which is welded to a axle tube along circular section welds.
  • the DE 10 2006 009 441 A1 relates to a suspension unit for a vehicle, comprising a trailing arm with a suspension portion, a support portion and an axle receiving portion.
  • Object of the present invention is to provide an axle unit, which can be easily manufactured and thereby achieves particularly high strength values of the connection region between an axle tube and a link element and thereby also has a low component weight.
  • the axle unit comprises an axle tube and a link element, wherein the axle tube extends substantially along a tube axis, wherein the link element has a joining portion with a first welding portion and a second welding portion, wherein the link element with its joining portion adjacent to the axle tube and substantially transversely is arranged to the tube axis, wherein in the first welding portion and in the second welding portion, a welded joint between the link member and the axle tube can be produced.
  • the axle tube is preferably an elongated, substantially line-symmetrical, such as with a polygonal cross-section, or rotationally symmetrical about a tube axis extending body.
  • the axle tube is hollow-body-shaped.
  • the link element is preferably the trailing arm a suspension of a commercial vehicle or a part of such a handlebar.
  • the link element is aligned substantially transversely to the main direction of extension, ie to the tube axis with respect to the axle tube.
  • the link element has a joining section, which can be brought into cohesive engagement with a correspondingly preferably corresponding outer geometry of the axle tube.
  • the joining section has a first welding section and a second welding section, wherein in each case a welded connection between the link element and the axle tube can be produced, preferably produced, in the first welding section and in the second welding section.
  • the link member comprises an arm portion and a support portion, wherein the arm portion and the support portion at substantially bordering on the joining portion opposite sides of the joining portion.
  • the link element preferably has an arm portion, wherein the arm portion is pivotally connected at a first distal end to the bearing block of a commercial vehicle chassis with the frame and adjacent at its second end to the joint portion.
  • a support portion is provided, which preferably has a receiving area for fixing an air spring.
  • the link element may be constructed of individual modules, whereby a use of one and the same components of the link element for different commercial vehicle chassis is possible.
  • the arm portion is designed in one piece with the joint section, wherein the support section can be fixed as a separate component on the joint section and / or on the axle tube and has a corresponding joining region.
  • the support section is preferably fixed after the joining of the arm section and the axle tube on the joining section and / or on the axle tube.
  • the first welding section has two side seams extending at least in regions transversely to a link axis, the welding section having at least one transverse seam extending essentially parallel to the link axis.
  • the handlebar axis is preferably an axis along or parallel to which the cross-sectional configuration of the joining section does not change or only insignificantly changes.
  • the link axis is aligned parallel or collinear to the tube axis, wherein the joint portion is preferably formed such that it has a geometry corresponding to the axle tube.
  • the first welding section preferably has two side seams which extend at least regionally, but more preferably substantially transversely to the link axle and thus are preferably arranged to the right and left of the link element and are in a welded connection with the axle tube.
  • the transverse seam is preferably a section of the weld seam in the region of the first welding section, which extends substantially parallel to the handlebar axis. Essentially parallel means in the present case, that slight deviations due to manufacturing tolerances and material unevenness, which arise in particular during the application of a welded connection, are permissible in the context of the present invention.
  • the transition region between the side seams and the transverse seam is executed rounded, wherein the boundary between side seam and transverse seam is preferably defined in each case on the center of the rounded portion.
  • the first welding section comprises two side seams and two transverse seams and thus a substantially continuous weld seam.
  • the weld may be formed as a continuous weld or preferably as a juxtaposition of individual welds. The use of spot welds is particularly suitable for automated welding processes.
  • this feature is defined by the extent, ie the extent of the side seam along or parallel to the handlebar axis, being preferably less than one quarter of the extent of the side seam transversely or preferably perpendicular to the handlebar axis.
  • the handlebar axle is particularly preferably collinear with respect to the tube axis.
  • the link element abuts against the axle tube at least in the areas of the side seams and the transverse seam as well as in the region of the second welding section over the entire area as possible.
  • the joining section corresponds with its inner geometry or with its intended as a contact surface to the axle tube geometry with the outer surface of the axle tube in the corresponding mounting area on which the handlebar element is fixed.
  • the side seams each have a side seam length which in a ratio of 0.2 to 0.7, preferably 0.25 to 0.6 and particularly preferably from about 0.45 to 0.5 to the circumference of Axle tube is in the region of the joining section.
  • the circumference of the axle tube in the region of the joint section is preferably defined as the average circumference or the average value of various peripheral values of the outer surface of the axle tube over a region in which the axle tube is connected to the link element. It is understood that the circumference of the axle tube or the central circumference of the axle tube is measured in each case perpendicular to the tube axis, both in the case of polygonal external geometries and in the case of a cylindrical outer geometry of the axle tube.
  • the absolute length of the side seam in the region of the side seams is preferably defined as the side seam length.
  • the side seam may preferably be formed wavy or have another, deviating from a simple curved shape geometry.
  • the ratio of the side seam length to the circumference of the axle tube is in other words an expression of the length along which the link member is welded to the axle tube in relation to the thickness of the axle tube.
  • the possibly provided rounded portions between the side seam and a transverse seam are half of the side seam attributed.
  • the ratio of 0.2 to 0.7 allows at its lower limit of 0.2 just enough side seam length between link and axle tube and allows on the other hand in the range of its maximum value of 0.7, for example, a meandering shape of the side seam the side seam length is significantly increased compared to the circumference of the axle tube and in particular the power transmission or bending moment transmission between the axle tube and the link element can be optimized for lower material stresses.
  • the particularly preferred ratio of 0.45 to 0.5 has proven to be particularly for use in heavy-duty commercial vehicles, since preferably substantially half of the circumference of the axle tube is brought into connection with the link element, whereby sufficiently high strengths for the transmission the occurring forces and bending moments as well as the torsion moments which sometimes occur during braking processes on the axle tube are also available for the heavily loaded suspension systems of heavy commercial vehicles.
  • the side seams or the first welding section each extend over an arc angle relative to the handlebar axis, wherein the arc angle is 120 ° to 195 °, preferably 140 ° to 185 ° and particularly preferably about 170 ° to 180 °.
  • the extension of the side seams or of the first welding section via an arc angle relative to the handlebar axis or preferably to the handlebar axis collinear aligned tube axis an expression for the enclosure of the axle tube by the joint portion of the link element.
  • the link element comprises the axle tube such that it can be brought laterally, ie transversely to the tube axis to the axle tube and finally connected to the axle tube.
  • the minimum value of the arc angle of 120 ° is preferably not fallen below in the context of the present invention in order to provide a sufficient fastening length for welding the link element to the axle tube.
  • the maximum value of the bow angle of 195 ° allows, with slight bending of the joint section, to still be able to insert the axle tube transversely to the handlebar axis into the joint section and then weld it. It is understood that without Force application, the axle tube could only be inserted along the handlebar axis in the joint section.
  • the particularly preferred range of 140 ° to 185 ° allows on the one hand a high strength of the connection between the link element and axle tube and on the other hand applying a slight bending force and thus a slight widening of the joint section, the axle tube laterally or transversely to the handlebar axis in the joint section to be able to.
  • the particularly preferred range of 170 ° to 180 ° of the arc angle allows for a particularly high strength of the connection between the axle tube and link element due to the optimized length of the side seams and on the other an assembly of the link member and the axle tube in the region of the joint portion without the need for assembly forces ,
  • the arc angle does not exceed the value of 180 °.
  • the link element can be placed without force on the axle. In this way, costs can be reduced in the manufacture of an axle unit, since no additional equipment except a welding machine is necessary.
  • the side seams and the transverse seam merge into one another in rounded weld seam sections.
  • the transition region between the side seams and the transverse seam is executed rounded, wherein the boundary between side seam and transverse seam is preferably defined in each case on the center of the rounded portion.
  • one half of the rounded portion is attributed to the side seam and the other half of the rounded portion of the transverse seam.
  • the first welding section comprises two side seams and two transverse seams and thus a substantially continuous weld seam.
  • the sum of the lengths of the side seams and the transverse seams results in a joint length of the first welding section, wherein the joint length is in a ratio of 1 to 2.5, preferably from 1.25 to 2 and particularly preferably of about 1.5 to the circumference of the axle tube in the region of the joint section.
  • the joint length is thus the length of the entire weld seam, which is produced in the first welding section between the link element and the axle tube.
  • the fulcrum length is at least as great as the circumference of the axle tube in the region of its connection to the link element.
  • the preferred range of 1 to 2.5 of the fulcrum length to the periphery allows the formation of a particularly strong connection between the link member and the axle tube, but due to the larger width of the link element, a higher weight must be accepted.
  • the particularly preferred ratio of 1.25 to 2 the sufficient strength values can be achieved for all common commercial vehicle undercarriages, wherein with a maximum value of the ratio of 2, the weight of the axle unit can be kept substantially lower than in the embodiment with a ratio of 2, 5th
  • the particularly preferred range of the ratio of 1.5 in the context of the present invention has provided a particularly high strength of the connection between the link member and axle tube at a comparatively very low weight in comparison to all other tested variants of the axle unit.
  • the second welding section is designed as a cutout on the link element, wherein the second welding section has a peripheral edge, on which a weld seam can be produced.
  • the second welding section is thus preferably provided as an eye-shaped recess on the link element and is preferably arranged centrally between the upper regions of the side seams of the first welding section.
  • the side of the joining portion is preferably defined, which is opposite to the arc angle of the first welding portion.
  • the circumferential edge of the second welding section preferably has a chamfer, which facilitates the production of a side seam and thus accelerates the manufacture of the axle unit and reduces its costs.
  • the circumferential edge has an edge length, which in a ratio of 0.4 to 1.3, preferably 0.6 to 1 and particularly preferably from about 0.85 to 0.95 to the circumference of the axle tube in the region of the joint section stands.
  • the peripheral edge of the second welding section and its edge length also have the possibility of influencing the actual joining length, in other words the length along which a weld seam is produced between the axle tube and the link element. It has been shown that within a ratio of 0.4 to 1.3 a favorable compromise between a remaining residual wall thickness of the link unit outside the second welding section and a sufficiently high connection length or welding edge length between the link element and axle tube is given.
  • the preferred ratio of 0.6 to 1 thereby allows that in a preferred slightly elliptical formation of the second weld portion, an edge length of the peripheral edge is substantially greater than or equal to the circumference of the axle tube, whereby preferably only a scaling must be made and always the correspondingly advantageous ratio between the edge length of the second welding section and the thickness or the circumference of the axle tube can be selected.
  • the second welding portion is provided on the link member so that adjacent to the second welding portion and opposing two link webs are formed, wherein the link webs have a minimum land width, the second welding portion collinear to the minimum land widths has a cut-out extent, the sum of the minimum Stegumblen to the cutout extension in a ratio of 0.1 to 1, preferably 0.2 to 0.8 and particularly preferably from about 0.3 to 0.4.
  • the web areas adjoining the second welding section preferably have a greater extent transversely to the handlebar axis, or to the tube axis, than their web width.
  • the web sections represent a preferred material reinforcement of the link element in the region of the second welding section, which compensates for the material weakening caused by the recess of the second welding section.
  • the cutout extension is in a specific relationship to the extent of the web width.
  • the link webs preferably have a web width whose minimum value is smaller than the extent of the second welding section along or parallel to the steering axis or the pipe axis.
  • the preferred ratio range of 0.1-1 of the sum of the minimum web widths to the cutout extension ensures a particularly good compromise between a sufficient edge length for welding the link element to the axle tube and a further sufficient strength of the link element against bending. It can be found in this way a particularly good compromise between the strength of the welded joint between the link element and axle tube and the strength of the link element itself.
  • the particularly preferred range of 0.2-0.8 has proven to be especially for axle systems in which a particularly compact design of the link element axle tube connection is required.
  • the particularly preferred ratio range of 0.3-0.4 reached the best values for the strength of the link element on the one hand and the strength of the welded joint between the link element and the axle tube on the other hand, according to the Applicant's experiments.
  • the link element is designed as a one-piece casting.
  • both the arm portion and the joint portion and the support portion of the link member are made in one piece and by means of a common casting process. Casting processes are due in particular their low production time and the few necessary steps for the production of the link element preferred because time and costs can be reduced in this way.
  • the arm portion and the support portion are made as separate components, wherein the arm portion or the support portion is fixed by welding to the joint portion.
  • the arm portion may be formed independently of the joint portion and support portion, so that, for example, different handlebar lengths, which are preferably measured transversely to the handlebar axis, can be provided for one and the same connection of joining portion and support portion.
  • connection between the axle tube and the link element is first made in the first welding section and then in the second welding section.
  • the material stresses occurring in the connecting region between the link element and the axle tube can be minimized due to the distortion after the cooling of the weld seams.
  • Fig. 1 shows a side view of a preferred embodiment of the link member 4 according to the invention, which on its left side an arm portion 42, adjacent to this a joining portion 5 and the joining portion in turn adjacent a support portion 44.
  • a bearing eye is schematically illustrated, on which the link element can be pivotably connected to the frame of a vehicle, in particular a commercial vehicle.
  • the joining section 5 of the link element 4 preferably has a first welding section 52, which preferably has a side seam 56. It can not be seen in the figure that a second side seam 56 is provided on the side of the link element 4 facing away from the observer.
  • the link element 4 is welded to an axle tube 2 (not shown).
  • the side seam 56 extends relative to a handlebar axis with a bow angle ⁇ , which is slightly larger than 180 ° in the present example. Furthermore, the side seam 56 has a side seam length S.
  • the handlebar axis is preferably aligned parallel to the viewing direction in the figure and it is particularly preferred that the cross section of the link element 4 in the region of the joint section 5 in the course along the handlebar axis L not or only slightly changed.
  • This in Fig. 1 shown link member 4 is designed in particular for connection to a cylindrical or hollow cylindrical running axle tube 2.
  • the axle tube 2 can be inserted transversely to the handlebar axis L in the joint section 5 of the link element 4 and then welded along the side edge 56 with the link element 4.
  • Shown dashed is a second welding portion 54 of the joint portion 5, which is formed as a recess on the upper side of the link member 4.
  • Fig. 2 shows the bottom of the in Fig. 1
  • the joining section 5 has the first welding section 52 and the second welding section 54.
  • the first welding section 52 has two side seams 56 and two transverse seams 57.
  • the second welding section 54 has a peripheral edge 55 along which a welded connection with the axle tube 2, not shown, can be produced.
  • FIG. 3 illustrates the connection region between the link element 4 and the axle tube 2.
  • the joint portion 5 is shown from its underside, in particular, the first welding portion 52 can be seen.
  • the first welding section 52 has a side seam 56 and a transverse seam 57.
  • the side seam 56 and the transverse seam 57 are connected to each other in their lower region via a rounded weld seam section 58.
  • Fig. 4 shows a top view of the already in Fig. 3 shown embodiment of the invention Achsaku.
  • the second welding section 54 is clearly recognizable, which has a circumferential edge 55.
  • the peripheral edge has, as shown schematically, an edge length K on.
  • the scope of the axle tube 2 is shown, which is preferably measured perpendicular to the tube axis R on the outer surface of the axle tube 2.
  • Fig. 4 the preferred feature of the axle unit according to which the link element 4 in the joint section 5 a first Handlebar 45 and a second link bar 45 has.
  • the handlebar webs 45 have a minimum web width B at the same time the second welding portion 54 collinear to the extension direction of the web width B has a cutout extension A which is in a certain ratio to the sum of the web widths B.
  • the web width B is preferably measured in each case on the half of the respective transition region of the link webs 45 with the adjacent regions of the link element 4.
  • the land widths B are smaller than the cut-out stretch A.
  • the sum of the two land widths B is about 0.6-0.8 times the cut-out stretch A.Off Fig. 4
  • the preferred slightly elliptical shape of the second welding portion 54 becomes visible.
  • Fig. 5 shows a particularly preferred embodiment of the axle unit, in which the joint portion 5 is integral with the arm portion 42 and the support portion 44 designed as a separate component and the joining portion 5 and / or the axle tube 2 can be fixed.
  • the first welding section 52 extends with an arc angle ⁇ of slightly less than 180 °, preferably 170 ° to 175 °. This makes it particularly easy to arrange the axle tube 2 in the joint section 5 and then set with a thermal welding process.
  • firstly a semifinished product of axle tube 2, joining section 5 and arm section 42 are produced, wherein subsequently a support section 44 can be secured to the semifinished product.
  • a support section 44 is selected with a certain length and a specific mounting geometry for an air spring and fixed to the composite axle tube 2, joint section 5 and arm section 42.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Butt Welding And Welding Of Specific Article (AREA)

Claims (13)

  1. Unité d'essieu incluant un tube d'essieu (2) et un élément de direction (4), dans laquelle le tube d'essieu (2) s'étend sensiblement le long d'un axe (R) du tube,
    dans laquelle l'élément de direction (4) comprend une portion d'assemblage (5) avec une première portion soudée (52) et une seconde portion soudée (54), qui sont séparées dans l'espace l'une de l'autre,
    dans laquelle l'élément de direction (4) est agencé avec sa portion d'assemblage (5) adjacente au tube d'essieu (3) est sensiblement perpendiculairement à l'axe (R) du tube,
    dans laquelle une liaison soudée peut être établie entre l'élément de direction (4) et le tube d'essieu (2) dans la première portion soudée (52) et dans la seconde portion soudée (54),
    caractérisée en ce que la seconde portion soudée (54) est réalisée sur l'unité de direction (4) sous forme d'échancrure, et
    dans laquelle la seconde portion soudée (54) comporte une arête périphérique (55) au niveau de laquelle un cordon de soudure peut être réalisé.
  2. Unité d'essieu selon la revendication 1,
    dans laquelle l'élément de direction (4) comprend une portion de bras (42) et une portion porteuse (44),
    dans lequel la portion de bras (42) et la portion porteuse (44) sont adjacentes à la portion d'assemblage (5) sur les côtés sensiblement opposés de la portion d'assemblage (5).
  3. Unité d'essieu selon la revendication 1 ou 2,
    dans laquelle la première portion soudée (52) comprend deux cordons latéraux (56) qui s'étendent au moins localement perpendiculairement à un axe (L) de l'élément de direction, et dans laquelle la première portion soudée (52) comprend au moins un cordon transversal (57) qui s'étend sensiblement parallèlement à l'axe (L) de l'élément de direction.
  4. Unité d'essieu selon la revendication 3,
    dans laquelle les cordons latéraux (56) ont chacun une longueur (S) qui est dans une relation de 0,2 à 0,7, de façon préférée de 0,25 à 0,6, et de manière particulièrement préférée d'environ 0,45 à 0,5 fois le périmètre (U) du tube d'essieu (2) dans la région de la portion d'assemblage (5).
  5. Unité d'essieu selon l'une des revendications 3 ou 4,
    dans laquelle les cordons latéraux (56) ou la première portion soudée (52) s'étendent respectivement sur un angle d'arc (ϕ), par référence à l'axe (L) de l'élément de direction, l'angle d'arc (ϕ) s'élevant de 120° à 195°, de préférence de 140° à 185°, et de façon particulièrement préférée d'environ 170° à 180°.
  6. Unité d'essieu selon la revendication 5,
    dans laquelle l'angle d'arc (ϕ) ne dépasse pas 180°.
  7. Unité d'essieu selon l'une des revendications 3 à 6,
    dans laquelle les cordons latéraux (56) et le cordon transversal (57) se transforment dans des tronçons de cordon de soudure (58) arrondis.
  8. Unité d'essieu selon l'une des revendications 3 7,
    dans laquelle la somme des longueurs des cordons latéraux (56) et des cordons transversaux (57) donne en résultat une longueur d'assemblage (F) de la première portion soudée (52),
    ladite longueur d'assemblage (F) étant dans un rapport de 1 à 2,5, de préférence 1,25 à 2, et de manière particulièrement préférée d'environ 1,5 par rapport au périmètre (U) du tube d'essieu (2) dans la région de la portion d'assemblage (5).
  9. Unité d'essieu selon l'une des revendications précédentes,
    dans laquelle l'arête périphérique (55) présente une longueur d'arête (K) qui est dans un rapport de 0,4 à 1,3, de préférence de 0,6 à 1, et de manière particulièrement préférée d'environ 0,85 à 0,95 par rapport au périmètre (U) du tube d'essieu (2) dans la région de la portion d'assemblage (5).
  10. Unité d'essieu selon l'une des revendications précédentes,
    dans laquelle la seconde portion soudée (54) est prévue sur l'élément de direction (4) de telle façon qu'il se forme deux barrettes de direction (45) adjacentes à la seconde portion soudée (54) et opposées l'une à l'autre,
    dans laquelle les barrettes de direction (45) présentent une largeur de barrette minimale (B),
    dans laquelle la seconde portion soudée (54) présente, de façon colinéaire aux largeurs de barrette minimales (B) une extension échancrée (A),
    dans laquelle la somme des largeurs de barrette minimales (B) est dans un rapport de 0,1 à 1, de préférence de 0,2 à 0,8 et de façon particulièrement préférée d'environ 0,3 à 0,4 par rapport à l'extension échancrée (A).
  11. Unité d'essieu selon l'une des revendications précédentes,
    dans laquelle l'élément de direction (4) est réalisé au moins partiellement sous forme de pièce de fonderie d'un seul tenant.
  12. Unité d'essieu selon l'une des revendications 2 à 11,
    dans laquelle la portion de bras (42) et la portion porteuse (44) sont réalisées sous forme d'éléments constitutifs séparés,
    dans laquelle la portion de bras (42) est réalisée d'un seul tenant avec la portion d'assemblage (5).
  13. Unité d'essieu selon l'une des revendications précédentes,
    dans laquelle la liaison entre le tube d'essieu (2) et l'élément de direction (4) est établie tout d'abord dans la première portion soudée (52) et ensuite dans la seconde portion soudée (54).
EP15757301.5A 2014-09-12 2015-09-07 Unité d'essieu Active EP3191321B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL15757301T PL3191321T3 (pl) 2014-09-12 2015-09-07 Jednostka osi

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102014218317.0A DE102014218317B4 (de) 2014-09-12 2014-09-12 Achseinheit
PCT/EP2015/070336 WO2016037961A1 (fr) 2014-09-12 2015-09-07 Unité d'essieu

Publications (2)

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EP3191321A1 EP3191321A1 (fr) 2017-07-19
EP3191321B1 true EP3191321B1 (fr) 2018-10-03

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US (1) US10486482B2 (fr)
EP (1) EP3191321B1 (fr)
CN (1) CN107000520B (fr)
AU (1) AU2015314402B2 (fr)
DE (1) DE102014218317B4 (fr)
MX (1) MX2017003236A (fr)
PL (1) PL3191321T3 (fr)
TR (1) TR201820320T4 (fr)
WO (1) WO2016037961A1 (fr)

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DE102014218325B4 (de) * 2014-09-12 2021-10-28 Saf-Holland Gmbh Achseinheit
DE102016109184B4 (de) * 2016-05-19 2018-12-13 Saf-Holland Gmbh Haltebock
FR3074437B1 (fr) * 2017-12-04 2019-11-15 Renault S.A.S. Procede de fixation d'une piece metallique sur un tube metallique obtenu par pliage et soudage de tole

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BR9815925A (pt) * 1998-07-02 2001-02-20 Boler Co Sistema de suspensão/eixo de braço traseiro
GB0021718D0 (en) * 2000-09-05 2000-10-18 Meritor Heavy Vehicle Sys Ltd Vehicle suspension beam
US7726673B2 (en) * 2004-08-11 2010-06-01 Arvinmeritor Technology, Llc Cast trailing arm assembly for trailer suspension
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BRPI0800539B1 (pt) * 2008-01-23 2019-08-06 Kll Equipamentos Para Transporte Ltda Luva aplicada na união do braço e viga do eixo em suspensões pneumáticas
US8910961B2 (en) * 2011-03-28 2014-12-16 Saf-Holland, Inc. Trailing arm suspension beam assembly
DE102011083221B4 (de) * 2011-09-22 2017-02-09 Saf-Holland Gmbh Achslagerung für Nutzfahrzeuge
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Also Published As

Publication number Publication date
PL3191321T3 (pl) 2019-03-29
DE102014218317B4 (de) 2020-03-26
WO2016037961A1 (fr) 2016-03-17
TR201820320T4 (tr) 2019-01-21
US20170259638A1 (en) 2017-09-14
DE102014218317A1 (de) 2016-03-17
CN107000520B (zh) 2019-12-13
US10486482B2 (en) 2019-11-26
MX2017003236A (es) 2017-06-29
AU2015314402B2 (en) 2018-07-05
AU2015314402A1 (en) 2017-03-23
EP3191321A1 (fr) 2017-07-19
CN107000520A (zh) 2017-08-01

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